Automatically power banked resilient railway car truck

ABSTRACT

Railway vehicle suspensions are provided in which the vehicle body is supported directly on truck mounted spring devices for transverse tilting movement about a longitudinal central axis of the body. Transversely acting power means are provided to hold the body against such transverse tilting movements during tangent track operation and to cause such transverse tilting movements, or banking, when rounding curves. In one embodiment of the invention the spring devices at each side are supported from the truck frame by transversely swingable links whose projections intersect at the tilt axis and the vehicle body is supported by horizontal bearings on the spring devices. The truck frame mounts a transversely acting power device which is connected to the spring devices. In another embodiment, the spring devices are carried directly by the truck framing, and support the body by spherical section bearings whose common center is at the intersection of the truck swivel axis and the tilt axis. A transversely acting motor mounted on the body is connected at its ends to the spring devices to produce lateral and consequent tilting movements of the body on the spring devices.

United States Patent 1 Lich [54] AUTOMATICALLY POWER BANKED RESILIENTRAILWAY CAR TRUCK [75] Inventor: Richard L. Lich, Town and Country, Mo.

[73] Assignee: General Steel Industries, Inc., St.

Louis, Mo.

[22] Filed: Jan. 28, 1971 [21] Appl. No.: 110,530

[52] US. Cl. ..l05/164, 105/197 B, 105/199 A [51] Int. Cl ..B6lf 3/08,B62f 5/10, B6lf 5/24 [58] Field of Search...l05/l64, 197 B, 199 A, 199R, 105/210 [56] References Cited UNITED STATES PATENTS 3,646,893 3/1972Sundby ..l05/l97 B X 3,628,465 12/1971 Dobson et al. ..l05/199 R X2,205,506 6/1940 Van der Sluys ..l05/l99 R 2,908,230 10/1959 Dean.105/199 R X 3,548,755 12/1970 Lich ..105/199 R 2,474,471 6/1949 Dolan..105/164 2,505,256 4/1950 Poage ..105/2l0 2,633,811 4/1953 Poage..lO5/l64X Primary E qm i nerGerald M. Forlenza AssistantExaminer-Howard Beltran Att0rneyBedell and Burgess [57] ABSTRACT Railwayvehicle suspensions are provided in which the vehicle body is supporteddirectly on truck mounted spring devices for transverse tilting movementabout a longitudinal central axis of the body. Transversely acting powermeans are provided to hold the body against such transverse tiltingmovements during tangent track operation and to cause such transversetilting movements, or banking, when rounding curves. In one embodimentof the invention the spring devices at each side are supported from thetruck frame by transversely swingable links whose projections intersectat the tilt axis and the vehicle body is supported by horizontalbearings on the spring devices. The truck frame mounts a transverselyacting power device which is connected to the spring devices. In anotherembodiment, the spring devices are carried directly by the truckframing, and support the body by spherical section bearings whose commoncenter is at the intersection of the truck swivel axis and the tiltaxis. A transversely acting motor mounted on the body is connected atits ends to the spring devices to produce lateral and consequent tiltingmovements of the body on the spring devices.

21 Claims, 6-Drawing Figures AUTOMATICALLY POWER BANKEI) RESILIENTRAILWAY CAR TRUCK BACKGROUND OF THE INVENTION 1. Field of the InventionThe invention relates to railway rolling stock and consists particularlyin vehicle suspensions in which the vehicle bodies are supporteddirectly on bolsterless trucks and have power banking means.

2. The Prior Art Conventional railway passenger car trucks incorporate atransverse bolster, supported from the truck frame by transverselyinwardly inclined swinghangers so arranged that when rounding curves thecentrifugal force urging the car body radially outwardly will also causethe body to tilt transversely toward the inside of the track curve.While at lower speeds, the conventional centrifugal force-responsivemeans is sufficiently responsive to eliminate some passenger discomfort;at higher speeds, e.g., in excess of 100 miles per hour, it is notsufficiently responsive to changes in track alignment to opposeadequately the effect of centrifugal force on the passengers themselves.

SUMMARY OF THE INVENTION The invention provides a railway suspension inwhich the body is supported directly on truck-mounted spring devices ateach side, with power means for opposing transverse tilting of the carbody on tangent track and providing sufficient additional banking of thecar body on curves to compensate for the effect on passengers ofcentrifugal forces.

It also provides power banking entirely separate from and in addition tolateral cushioning movements provided by transverse yieldability of thesupporting spring devices. It further provides air bearing means forsupporting the body with reduced friction on the truckmounted springdevices.

BRIEF DESCRIPTION OF THE DRAWINGS:

FIG. 1 is a plan view of a railway truck embodying the invention.

FIG. 2 is a side elevational view of the suspension of FIG. 1.

FIG. 3 is a transverse vertical sectional view of the suspension alonglines 3-3 of FIG. 1.

FIG. 4 is a plan view of a railway truck embodying a modified form ofthe invention.

FIG. 5 is a side elevational view of the modified suspension of FIG. 4,partially sectionalized along line 55 of FIG. 4.

FIG. 6 is a transverse vertical sectional view along line 6-6 of FIG. 4.

DESCRIPTION OF THE PREFERRED EMBODIMENTS In the embodiment illustratedin FIGS. l3, the numeral 1 denotes railway flanged wheels mounted inaxially spaced pairs on spaced parallel axles 3.

Truck structure includes a pair of transversely spaced longitudinallyextending elongated side frames 5 mounted at their ends on axles 3inboard of wheels I, and a transverse frame consisting of transverselyspaced longitudinally extending side members 7 joined by longitudinallyspaced transversely extending transoms 9. Side members 7 are verticallyaligned with side frames 5 and frame 7, 9 may be resiliently supportedfrom side frames 5 by rubber and metal chevron spring devices 1 l.

Transoms 9 are extended transversely outwardly from frame side members 7to form brackets 13 on the latter. Brackets 13 are arched upwardly fromtheir connections to side members 7 and their extremities, which aresubstantially horizontal, are of inverted channel cross section havingspaced vertical side webs 15.

Each bracket 13 mounts within its channel extremities a pair ofdepending swing links 17 and 19, which are pivotally supported in theirrespective bracket 13 for swinging movement tranversely of the truck bypins 21 passing through the bracket webs 15.

At their lower ends links 17 and 19 support spring reservoirs 23, to thetop of which, respectively, are secured upright type flexible wallpneumatic springs 25. As is best seen in FIG. 3, the relative lengthsand spacings of links 17 and 19 are such that their projectionsintersect on an axis at a high level when reservoirs 23 are level.

At their upper ends each spring flexible wall 25 is sealingly secured tothe bottom rim 27 of a cap member of generally inverted cup shape, theupper wall 29 of which is centrally apertured at 31. Apertures 31 arebounded by an upstanding elastomeric grommet 32, on which restdownwardly facing side bearing plates 33 secured to the underside of thebody structure underframe U. By providing predetermined pneumaticpressure in reservoirs 23, and the chamber defined by flexible wall 25and cap 27, 29, side bearing plates can be raised out of compressiveengagement with grommets 32 by the pneumatic pressure exerted on plates33 through openings 31 in the spring caps, thus facilitating relativehorizontal movements of plates 33 and the body relative to the springcaps and the truck structure.

The purpose of the pneumatic bearing described above is to accommodateswivel movements of the truck relative to the vehicle body, sincelateral movements of the body on the truck, to cushion the body fromtransverse track irregularities, is accommodated by shear in theflexible wall enclosed portions of the spring devices.

For transmitting longitudinal draft and braking forces between the truckand body underframe U, and at the same time permitting lateralcushioning movement of the underframe relative to the truck, truck frametransoms 9, 9 are connected to each other by a central longitudinalmember 41, from which a vertical cylindrical pin 43 depends. Alongitudinal draft link 45 has a cylindrical aperture 47 in its end, inwhich pin 43 is received, there being a compressed elastomeric bushingsurrounding pin 43 within aperture 47 to permit transverse andlongitudinal tilting of link 45 with respect to pin 43 and to preventmetal-to-metal contact and consequent wear therebetweem At its oppositeend, which may be vertically offset from the above described end toclear the axle and other truck structure, draft link 45 is similarlyapertured at 49 to receive a pin 51 depending from body underframe U,which is elastomerically hushed at 53 where it passes through aperture51. The ends of link 45 are supported respectively on pins 43and 51 bysuitable collars 55 on the pins.

Spring caps 27, 29 are formed with outboard brackets 57, to which arepivotally secured longitudinal anchor links 59, the opposite ends ofwhich are pivotally secured, respectively, to outboard extensions offrame brackets 13, so that the caps can move vertically and transverselywith respect to truck frame 7, 9, 13, but are restrained againstrelative longitudinal movement with respect to the truck frame.

Spring caps 27, 29 are formed with fore and aft longitudinally extendingears 61, to which'are pivotally connected, by pins 62, the outer ends ofgenerally transverse anchor links 63. To provide for arcuate movement ofspring caps 27, 29 about the restricted swivel axis S through the body,while leaving the middle of the underframe unobstructed, links 63 areinclined toward each other in the horizontal plane so that theirprojected axes converge on the vertical swivel axis, and arerespectively pivotally connected at 65 to the underframe at pointsuniformly spaced transversely outboard from swivel axis S.

With the structure described above, the truck is free to swivel aboutcenter pin 43, which is coaxial with swivel axis S when the truck iscentered laterally of the body, and body B is permitted to movelaterally on the truck, through transverse deflection of spring flexiblewall portions 25, such movement being accommodated by swinging of draftlink 45 about underframe pivot pin 51. During swivel movements of thetruck, links 63 cause spring caps 29 to move arcuately (principallylongitudinally) of body side bearing plates 33, this movement beingaccommodated with reduced friction by reason of the air pressure exertedon plates 33 through spring cap apertures 31, which reduces the pressurecreated by plates 33 on grommets 32.

For maintaining the spring device reservoirs 23 in their normalhorizontal positions, as best shown in FIG. 3, when the vehicle isoperating on tangent track, and for banking the vehicle about banking ortilt axis T, a fluid motor 71, preferably of the pneumatic screw type,is supported at the center of the truck frame from a longitudinal member73 mounted on and extending between transoms 9. Each output rod 75 ofmotor 71 is pivotally connected at its end at 77 to a transverse bankinglink 79, which in turn is pivotally connected at its outer end at 81 tothe respective reservoir 23 so that, when the motor is actuated, one ofthe banking links 79 will pull its associated spring device reservoirsinboard and the other banking link will push its reservoir outboard,causing the reservoirs to be inclined on their supporting swing hangersand produce corresponding inclination on banking of body B about bankingaxis T.

Means for energizing and deenergizing motor 71 may include a reversingvalve 83 mounted on the underframe and connected to a source ofcompressed air by conduit 85 and to pneumatic motor 71 by flexibleconduits 87, and a sensing device, preferably comprising a dampedpendulum shown schematically at 89, responsive to vehicle speed,direction and degree of track curvature, and amount of tracksuperelevation. Pendulum 89 is operatively connected to valve 83 tocause the same to maintain output rod 75 of motor 71 centered when thecar is operating on tangent track and to cause the output rod to moveradially outwardly with respect to the direction of track curvature whenthe car is on curved track.

In the embodiment illustrated in FIGS. 4-6, side frames 5 are similar tothose of the previous embodiment and a main frame comprising a pair ofhollow transverse transom members 90 spaced apart longitudinally of thetruck and rigidly connected to each other by transversely spacedlongitudinally extending tubular elements 91, which are aligned withside frames 5. Portions 93 of transoms 90 projecting transverselyoutboard of side frames 5 are enlarged at the end at 95 to mount at eachside of the truck a pair of upright flexible wall pneumatic springs 96which are spaced apart 1ongitudinally of the truck.

For supporting the car body B through its underframe U on springs 96, ateach side of the truck a common spring cap 97 extendslongitudinallybetween and rests on top of springs 96. Cap 97 is hollowand communicates with the hollow interior of springs 96 which in turncommunicate, via transom tips 93, with tubular elements 91 whichfunction as reservoirs for the springs.

For supporting underframe U on spring caps 97, the latter are formed attheir centers with upwardly and inwardly faced openings 99 of generallyrectangular shape, the boundaries of which define a section of a concavesphere, the center of which is at the intersection T of the verticalswivel axis of the truck and the transverse tilt axis of the car body.

To provide a seal, an elastomeric grommet 101 is secured to the marginof each opening 99, and underframe U is formed with a pair of convexspherical section bearing surfaces 103 which are normally centeredtransversely and longitudinally of the truck with respect to spring capopenings 99 so that, when predetermined pressure is maintained in thespring devices compressing springs 96, caps 97 and openings 99, theunderframe bearing surfaces 103 will be partly supported by the aircolumn, thus reducing friction between the underframe bearing surfaceand the grommets and thus accommodating transverse tilting of body Babout a longitudinal axis through point T and swivel of the truck aboutthe vertical swivel axis through this point without excessive frictionresistance between spring caps 97 and underframe bearings 103.

It is essential that the spring caps be held against longitudinalmovement with respect to the truck frame 90, 91, 93 and to this end,longitudinal anchors 105.are pivotally secured at one end to brackets109 on the inboard sides of springs caps 97 and at the other end tobrackets 109 on transom extensions 93.

The pivotal connections of anchors 85 to the respective spring caps andtransom extensions permits transverse and vertical cushioning movementsof the spring caps with respect to the truck frame as are accommodatedby the vertical and horizontal yieldability of flexible wall springmembers 96.

To prevent undesired rocking movements of body B on bearings 99, 101,103, while facilitating swiveling movement of the truck with respect tothe body. on the same bearings, and for banking the body about tilt axisT, a transversely acting motor 107, which may be of the pneumatic screwtype, is secured to underframe U at the center of the truck. Motor 107has a double-ended operating rod 109, each end of which is provided witha longitudinally extending crossbar 111, to the ends of each of whichare pivotally secured on horizontal axes at 1 12 a pair of generallytransverse links 113, the other ends of which are pivotally secured toinboard brackets 115 on spring caps 97, the relative longitudinalspacing of pivots 112 and brackets 115 being such that the axialprojections of links 113 intersect at the swivel axis S of the truck.

During operation on tangent track, motor 107 is centered as shown inFIG. 4, thus maintaining the underframe to which it is secured centeredtransversely of the truck. During operation on curved track, wherebanking is desirable, motor 107 is energized to move its output rod 109transversely, and thereby urges the body radially outwardly of the trackand of spring caps 97. This causes the body spherical section bearings103 to move arcuately about tilt axis T on the air bearing provided byspring cap openings 99 and sealed by grommets 101.

For transmitting tractive and braking forces from the truck tounderframe U, while permitting relative vertical, transverse and swivelmovements of the body on the truck, a draft link 45, similar to thatshown in the first embodiment, or an equivalent device, is provided.

As in the previous embodiment, pneumatic motor 107 is controlled by anunderframe-mounted valve 83, actuated by a sensing device such as dampedpendulum 89.

The invention may be modified in various respects as will occur to thoseskilled in the art and the exclusive use of all modifications as comewithin the scope of the appended claims is contemplated.

I claim:

1. A railway vehicle suspension comprising longitudinally spaced wheeledaxles, truck structure supported thereon and held against movement inthe horizontal plane with respect thereto, vehicle body structure, meansincluding transversely spaced apart spring devices supported from saidtruck structure and supporting said vehicle body structure movably abouta central longitudinal axis at a level higher than said spring devicesresponsive to relative lateral movements of said body structure withrespect to said truck structure, means retaining said spring devicesagainst movement longitudinally of said truck structure, said bodystructure being supported directly on said spring devices, transversemeans connecting said body structure to said spring devices to permithorizontal movements of said body structure with respect thereto on arcsconcentric with the truck structure center, and transversely actingpower means mounted on one of said structures and operatively connectedto said spring devices to selectively prevent and produce lateralmovement of said spring devices relative to said lastnamed structure andthereby cause said body structure to move laterally relative to saidtruck structure.

2. A railway vehicle suspension according to claim 1 wherein said bodystructure and said spring devices are formed with opposed flathorizontal bearings, there being transversely swingable links dependingfrom said truck structure at each side and supporting said springdevices, said links having their axial projections converging at saidlongitudinal axis, said power means connecting said truck structure andsaid spring devices whereby to move said spring devices on said linksand thereby incline said spring devices and said body structuretransversely about said longitudinal axis.

3. A railway vehicle suspension according to. claim 2 wherein saidspring devices include seats directly supported by said swing hangersand caps mounting said horizontal bearings, said transverse connectingmeans holding said caps against movement relative to said body structureother than arcuate movement about the vertical swivel axis of the truckstructure.

4. A railway vehicle truck according to claim 3 wherein said transverseconnecting means comprises link devices effectively connected to thebody framing at the center of the truck structure.

5. A railway vehicle truck according to claim 4 wherein said linkdevices comprise pairs of links pivotally connected at their outer endsat points spaced apart longitudinally to said spring caps and extendinggenerally transversely inwardly therefrom, being pivotally connected attheir inner ends to said vehicle body structure with their projectionsconverging on the central vertical axis of said truck structure.

6. A railway vehicle suspension according to claim 5 wherein said truckframing includes longitudinally spaced transverse projections at eachside embracing the corresponding spring device and providing a mount forsaid swing links.

7. A railway vehicle suspension according to claim 3 wherein saidtransversely acting power device is mounted on said truck structure,there being transversely extending link members pivotally connected attheir inner ends to said power device and at their outer endsrespectively to said spring device seats.

8. A railway vehicle suspension according to claim 1 wherein said springdevices are fixedly mounted on said truck structure and are formed withupwardly facing concave spherical section bearings having their centersat the intersection of the vertical swivel axes of said truck structureand said longitudinal axis, said body structure being formed withcorrespondingly centered downwardly facing convex spherical sectionhearings in opposed relation with said upwardly facing bearings.

9. A railway vehicle suspension according to claim 8 wherein said powermeans is mounted on said body structure and said transverse connectingmeans forms the connections between said power means and said springdevices.

10. A railway vehicle suspension according to claim 9 wherein said powermeans is located centrally with respect to said truck structure and hastransversely projecting operating members, said transverse connectingmeans comprising link means pivotally connected at their inner ends tosaid respective connecting members and attheir outer ends to saidrespective spring devices.

11. A railway vehicle suspension according to claim 10 wherein said linkmeans connecting each spring device to said power means operatingmembers comprises a pair of links, the inward projections of whichconverge on the swivel axis of said truck structure.

12. A railway vehicle suspension according to claim 1 1 wherein eachsaid spring device comprises a pair of upright springs spaced apartlongitudinally of said truck structure and a common spring cap seated onsaid springs, said upwardly facing bearing being on said spring cap.

13. A railway vehicle suspension according to claim 12 wherein saidsprings are of the flexible wall pneumatic type.

14. A railway vehicle suspension according to claim 13 wherein saidsprings are yieldable horizontally, said longitudinal retaining meanscomprising cooperating parts on said truck structure and said springdevice caps.

15. A railway vehicle suspension according to claim 1 wherein saidspring devices are flexible wall pneumatic springs including downwardlyfacing bearings on said body structure and upwardly facing bearings onsaid spring devices, said upwardly facing bearings being formed withapertures communicating with the interiors of said pneumatic springs,resilient sealing means surrounding said apertures and forming apneumatic seal between said bearing surfaces.

16. A railway vehicle suspension according to claim 2 wherein saidspring devices are pneumatic springs and said spring device bearings areformed with apertures communicating with the interiors of said springs,there being resilient sealing means surrounding said apertures andforming a pneumatic seal between said opposed bearings.

17. A railway vehicle suspension according to claim 8 wherein saidspring devices are pneumatic springs and said concave bearings areformed with apertures communicating with the interior of said springs,there being resilient sealing means surrounding said apertures andforming a pneumatic seal between said convex and concave bearings.

18. A railway vehicle suspension comprising longitudinally spacedwheeled axles, truck structure supported thereon, vehicle bodystructure, upright spring devices carried by said truck structure at theopposite sides thereof and underlyingly supporting said body structure,bearing surface means on one of said structures, each of said springdevices being fixedly secured at one end to the other of said structuresand having bearing means at its other end in slidable engagement withsaid bearing surface means, said bearing means being verticallyapertured to permit pressurized air from said spring devices to beardirectly against said bearing surface means, and separate reservoirmeans in said other structure in fixed continuous communication withsaid springs-respectively.

19; A railway vehicle suspension according to claim 18 wherein said onestructure is the body structure and said other structure is the truckstructure.

20. A railway vehicle suspension according to claim 19 wherein saidbearing surface means are downwardly facing horizontal plates on saidbody structure.

21. A railway vehicle suspension comprising longitudinally spacedwheeled axles, truck structure supported on said axles, separate uprightspring devices carried by said truck structure at each side thereof,body structure supported on said spring devices, said spring devicesbeing secured at one end to one of said structures and horizontallyslidably related at their other end to said other structure, and a pairof generally transverse links at each side pivotally connected at theirouter ends to the spring device at each side, and at their inner ends tosaid other structure at points spaced apart longitudinally of said otherstructure but with the projections of their longitudinal axes convergingtransversely inboard of said last-named points;

1. A railway vehicle suspension comprising longitudinally spaced wheeled axles, truck structure supported thereon and held against movement in the horizontal plane with respect thereto, vehicle body structure, means including transversely spaced apart spring devices supported from said truck structure and supporting said vehicle body structure movably about a central longitudinal axis at a level higher than said spring devices responsive to relative lateral movements of said body structure with respect to said truck structure, means retaining said spring devices against movement longitudinally of said truck structure, said body structure being supported directly on said spring devices, transverse means connecting said body structure to said spring devices to permit horizontal movements of said body structure with respect thereto on arcs concentric with the truck structure center, and transversely acting power means mounted on one of said structures and operatively connected to said spring devices to selectively prevent and produce lateral movement of said spring devices relative to said last-named structure and thereby cause said body structure to move laterally relative to said truck structure.
 2. A railway vehicle suspension according to claim 1 wherein said body structure and said spring devices are formed with opposed flat horizontal bearings, there being transversely swingable links depending from said truck structure at each side and supporting said spring devices, said links having their axial projections converging at said longitudinal axis, said power means connecting said truck structure and said spring devices whereby to move said spring devices on said links and thereby incline said spring devices and said body structure transversely about said longitudinal axis.
 3. A railway vehicle suspension according to claim 2 wherein said spring devices include seats directly supported by said swing hangers and caps mounting said horizontal bearings, said transverse connecting means holding said caps against movement relative to said body structure other than arcuate movement about the vertical swivel axis of the truck structure.
 4. A railway vehicle truck according to claim 3 wherein said transverse connecting means comprises link devices effectively connected to the body framing at the center of the truck structure.
 5. A railway vehicle truck according to claim 4 wherein said link devices comprise pairs of links pivotally connected at their outer ends at points spaced apart longitudinally to said spring caps and extending generally transversely inwardly therefrom, being pivotally connected at their inner ends to said vehicle body structure with their projections converging on the central vertical axis of said truck structure.
 6. A railway vehicle suspension according to claim 5 wherein said truck framing includes longitudinally spaced transverse projections at each side embracing the corresponding spring device and providing a mount for said swing links.
 7. A railway vehicle suspension according to claim 3 wherein said transversely acting power device is mounted on said truck structure, there being transversely extending link members pivotally connected at their inner ends to said power device and at their outer ends respectively to said spring device seats.
 8. A railway vehicle suspension according to claim 1 wherein said spring devices are fixedly mounted on said truck structure and are formed with upwardly facing concave spherical section bearings having their centers at the intersection of the vertical swivel axes of said truck structure and said longitudinal axis, said body structure being formed with correspondingly centered downwardly facing convex spherical section bearings in Opposed relation with said upwardly facing bearings.
 9. A railway vehicle suspension according to claim 8 wherein said power means is mounted on said body structure and said transverse connecting means forms the connections between said power means and said spring devices.
 10. A railway vehicle suspension according to claim 9 wherein said power means is located centrally with respect to said truck structure and has transversely projecting operating members, said transverse connecting means comprising link means pivotally connected at their inner ends to said respective connecting members and at their outer ends to said respective spring devices.
 11. A railway vehicle suspension according to claim 10 wherein said link means connecting each spring device to said power means operating members comprises a pair of links, the inward projections of which converge on the swivel axis of said truck structure.
 12. A railway vehicle suspension according to claim 11 wherein each said spring device comprises a pair of upright springs spaced apart longitudinally of said truck structure and a common spring cap seated on said springs, said upwardly facing bearing being on said spring cap.
 13. A railway vehicle suspension according to claim 12 wherein said springs are of the flexible wall pneumatic type.
 14. A railway vehicle suspension according to claim 13 wherein said springs are yieldable horizontally, said longitudinal retaining means comprising cooperating parts on said truck structure and said spring device caps.
 15. A railway vehicle suspension according to claim 1 wherein said spring devices are flexible wall pneumatic springs including downwardly facing bearings on said body structure and upwardly facing bearings on said spring devices, said upwardly facing bearings being formed with apertures communicating with the interiors of said pneumatic springs, resilient sealing means surrounding said apertures and forming a pneumatic seal between said bearing surfaces.
 16. A railway vehicle suspension according to claim 2 wherein said spring devices are pneumatic springs and said spring device bearings are formed with apertures communicating with the interiors of said springs, there being resilient sealing means surrounding said apertures and forming a pneumatic seal between said opposed bearings.
 17. A railway vehicle suspension according to claim 8 wherein said spring devices are pneumatic springs and said concave bearings are formed with apertures communicating with the interior of said springs, there being resilient sealing means surrounding said apertures and forming a pneumatic seal between said convex and concave bearings.
 18. A railway vehicle suspension comprising longitudinally spaced wheeled axles, truck structure supported thereon, vehicle body structure, upright spring devices carried by said truck structure at the opposite sides thereof and underlyingly supporting said body structure, bearing surface means on one of said structures, each of said spring devices being fixedly secured at one end to the other of said structures and having bearing means at its other end in slidable engagement with said bearing surface means, said bearing means being vertically apertured to permit pressurized air from said spring devices to bear directly against said bearing surface means, and separate reservoir means in said other structure in fixed continuous communication with said springs respectively.
 19. A railway vehicle suspension according to claim 18 wherein said one structure is the body structure and said other structure is the truck structure.
 20. A railway vehicle suspension according to claim 19 wherein said bearing surface means are downwardly facing horizontal plates on said body structure.
 21. A railway vehicle suspension comprising longitudinally spaced wheeled axles, truck structure supported on said axles, separate upright spring devices carried by said truck structure at each side thereof, body structure supported on said spring devices, said spring devIces being secured at one end to one of said structures and horizontally slidably related at their other end to said other structure, and a pair of generally transverse links at each side pivotally connected at their outer ends to the spring device at each side, and at their inner ends to said other structure at points spaced apart longitudinally of said other structure but with the projections of their longitudinal axes converging transversely inboard of said last-named points. 